OPEL ASTRA II
Review by FAISAL SHAH. 98
OPEL HAS SLOWLY been making its presence felt in the Malaysian market over the
past few years. Cars like the Calibra, Vectra and Calais were the products that re-
introduced the Opel brand here after it had disappeared in the early 1980s. From
the very beginning though, Opel has suffered by being unable to price its fully
imported cars within the price range of its class competitors. The Vectra, for
instance, costs nearly RM140,000, which is a lot to pay when a car comes from a
brand that has an image problem in Malaysia. Expect to lose heaps of money when
you try to sell off your Vectra.
To a certain extent, Opel’s image problems in Malaysia mirror those that it was facing
in Europe. What had happened was that Opel’s traditional customers were finding
their cars boring to drive and look at. The traditional Opel values of reliability and
solid build were still intact, but Opel had forgotten how to build fun, good-looking
cars. Even more alarming, arch-rivals Volkswagen and Ford had built a range of
cars that was universally acclaimed as the best in their respective classes.
To counter this situation, Opel decided to reassess its values and redesign its image
so that it would become a more acceptable brand to younger buyers. The new Astra,
whose ride and handling characteristics were developed with help from Lotus
Engineering, is the first product of this new thinking. New is a relative term here for
although the Astra is new to these shores, it has been available in Europe for nearly
two years.
Design and Engineering
Typical of most German designs, the Astra is styled to look rather chunky, as if it
were hewn from a solid block of metal. Instead of the soft curves of most Japanese
cars, the Astra has squared-off corners and lots of straight lines. The front view has
square headlights, and fog lamps located in the bumper. Taking inspiration from the
Vectra, there is a raised V shape on the bonnet that stretches from the grille to the
base of the windscreen.
Other interesting design features include the corner at the base of the joint where
the A-pillar, bonnet and front wings converge. The design feature, first seen on the
BMW 5-Series, reduces the amount of wind-noise generated by the numerous shut-
lines. The strong front lines are, however, not followed through by the rest of the
body styling. The middle is rather plain and undistinguished while the rear end looks
like it could have come from a Japanese car.
Under the bonnet is the 1.6-litre version of Opel’s vaunted ECOTEC range of
engines. Featuring 16 valves with a single overhead cam, the fuel-injected engine
has headline figures of 100bhp at 5,000rpm and 148Nm at 3,500rpm. Not class
leading, but competitive enough in a class that lacks any seriously powerful engines
in Malaysia. Mated to this engine is the ubiquitous 4-speed automatic that is the
transmission of choice for all of the Astra’s rivals.
The redesigned chassis is reputed to be about 100 per cent stiffer than the previous
Astra’s and yet much lighter. This is an aid to body control and ride quality as the
suspension does not need to be so hard. Clearly, this new chassis is the backbone
of the new car.
Suspension is by MacPherson struts at the front and torsion bars at the back, a
standard setup for European cars of this class, and seemingly not as advanced as
the double wishbones at every corner used by the Honda Civic.
Safety is handled by an airbag for the driver and pre-tensioned safety belts. Our
model has disc brakes only at the front. The rear suffices with drum brakes, which
means there is no ABS feature. This is to keep the price of the car down.
Performance and Handling
On paper, the Astra does not look like it will be able to light up the roads with fiery
performance. A power to weight ratio of 10.1kg/bhp does not make for impressive
reading. Never, however, judge a book by its cover.
In reality, the Astra has enough low-end urge for you to accelerate away from a
standstill without being embarrassed by a Proton Wira. The smooth shifting
automatic, which has Sport and Winter modes, is able to hold on to the gears until
just before the redline (6,500rpm, if you use Sport mode) and shifts up its ratios with
quiet efficiency and speed. The same can also be said for down shifts, as the
automatic is unusually smooth in its abilities to drop down ratios.
The Astra owner is probably someone who has outgrown wheel spinning away from
stop lights (something not easily done in an automatic car) so midrange acceleration
and refinement are more important than rubber-melting ability. With the torque
peaking at a relatively low 3,500rpm, the Astra is able to accelerate from low and
medium speeds without the need to drop a gear. This tremendously aids refinement,
as the Astra is able to cruise and accelerate moderately without a need to venture
into the upper rev-range.
Something that the Astra is able to do really well is handle and absorb bumps. The
tuning of the suspension components must have taken months to perfect as each
seems to work in perfect harmony with the rest of the car. Credit must be given to the
chassis-tuning wizards at Lotus Engineering. The Astra’s cornering abilities are
unusually fine for what is essentially an entry-level family saloon.
The power steering is well weighted and reasonably quick with only 3.1 turns from
lock to lock. There is real feel through the rim and this increases your confidence
when stringing through a series of corners. The suspension also does an excellent
job of maintaining the grip of the tyres on the tarmac, and because of the stiffness of
the chassis the Astra is able to make do with softer dampers that are able to absorb
bumps really well. My only gripe is that there is a little bit more body roll than I am
comfortable with.
Even better than the Astra’s cornering prowess is its ability to cruise down long
highways at high speeds. A steady cruise at 110-120km/h produces little road and
wind noise while the compliant suspension means that only truly large bumps intrude
on ride comfort. If I had to make a comparison, I would say that the Astra is easily as
able as much larger cars (i.e. C-class, A4) in cruising long distances.
Happily, it will also stop quickly too. The disc/drum brakes do not offer the best in
brake feel, but they do a good job of slowing the Astra down in a safe manner.
Comfort and Controls
For a car with a small exterior, the Astra has a large and spacious interior. The front
seats will easily accommodate 6-footers while the rear seats are certainly more
accommodating than most of the Astra’s rivals.
The architecture may look a little conservative but, ergonomically, there is little wrong
with the design of the dashboard. The rev counter, speedometer and minor dials are
located in a recessed pod which is shaped like a gently curved rectangle. This
makes them easy to read in bright sunlight because glare and reflections from other
vehicles and the sun are significantly reduced.
The centre control panel starts from the top of the dashboard above the air vents
and flows down toward the gear lever. There is a LCD display for the RDS equipped
stereo and digital clock. It is easy to read as you do not have to take your eyes off
the road. Below the air vents are the radio and rotary air-cond controls. Below these
are an oddment compartment, the lighter and a cupholder. It may look boring, but
everything falls to hand easily and it works with a machined precision.
Aside from the spaciousness, there is also a lot of in-cabin storage, with doorbins
and a large glove box providing ample space for maps, sunglasses, etc. The boot is
also large and accommodating. It can easily hold enough luggage for four people to
go on a long weekend holiday.
The most impressive thing about the Astra’s cabin, though, is how well it’s screwed
together. Build-quality is really impressive. Nothing rattled, came loose or buzzed
during my test drive. Very impressive for a small car.
Verdict
In my opinion, the Opel Astra, even in this 1.6-litre form, is a much better car than
any of the opponents in its class in Malaysia. It is built better, more spacious,
comfortable and fun to drive. In a fair world, the Astra would easily be a best-seller.
Malaysia’s car market is, however, not a fair market. As good as the CBU Opel Astra
is, it is not nearly worth twice the price of the Proton Wira 1.6 XLi. At RM120,000
each, the Astra is even more expensive than the ridiculously-priced Honda Civic 1.6
VTI. Not being available as a locally assembled model will hurt the Astra’s chances of
success.
Added to this is the fact that the Opel badge does not really have a good image in
Malaysia, so the Astra will probably lose a lot of money when the time comes to sell it
on. As an investment and value-for-money purchase, the Astra, therefore, makes as
much sense as lighting your barbecue by using RM5 notes.
These points, however, do not take anything away from the sheer ability of this car. It
is a class leader, and for those of us who can afford it, rejoice in the fact that you will
be getting a car that will give you driving pleasure and comfort for many years to
come.
ENGINE: Front, transverse, inline-4 ECOTEC, SOHC, 16 valves. 1598cc.
Bore/stroke: 79/81.5mm. Compression ratio: 9.2:1. Fuel feed: EFI, multi-point
injection. 100bhp/6000rpm, 150Nm/3600rpm.
TRANSMISSION: Driving wheels - front. Gearbox: 4-speed automatic.
DIMENSIONS & WEIGHT: L/W/H: 4239/1688/1379mm. Wheelbase: 2614mm. Tracks
- front/rear: 1430/1429mm. Kerb weight: 1010kg.
Fuel tank: 52 litres.
BODY: Fully galvanised steel monocoque,
3-box. 4-door sedan. 5-seater.
CHASSIS: Front subframe. Suspension front: Independent, MacPherson struts, lower
A-arms, gas shock absorbers, anti-roll bar. Rear: Beam axle, trailing arms, coil
springs, telescopic dampers, anti-roll bar. Brakes - front/rear:
Discs/drums. Tyres: 195/60R15.
STEERING: Rack and pinion, electro-hydraulic power-assisted.
PERFORMANCE: Power-weight: 89.9bhp/tonne, 10.1kg/bhp. Top speed: 183km/h. 0-
100km/h: 12.5s. Average fuel consumption:
9.6L/100km.
PRICE: About RM121,000. Imported & distributed by Europel Sales Sdn Bhd. 03-
2419450.
Review by FAISAL SHAH. 98
OPEL HAS SLOWLY been making its presence felt in the Malaysian market over the
past few years. Cars like the Calibra, Vectra and Calais were the products that re-
introduced the Opel brand here after it had disappeared in the early 1980s. From
the very beginning though, Opel has suffered by being unable to price its fully
imported cars within the price range of its class competitors. The Vectra, for
instance, costs nearly RM140,000, which is a lot to pay when a car comes from a
brand that has an image problem in Malaysia. Expect to lose heaps of money when
you try to sell off your Vectra.
To a certain extent, Opel’s image problems in Malaysia mirror those that it was facing
in Europe. What had happened was that Opel’s traditional customers were finding
their cars boring to drive and look at. The traditional Opel values of reliability and
solid build were still intact, but Opel had forgotten how to build fun, good-looking
cars. Even more alarming, arch-rivals Volkswagen and Ford had built a range of
cars that was universally acclaimed as the best in their respective classes.
To counter this situation, Opel decided to reassess its values and redesign its image
so that it would become a more acceptable brand to younger buyers. The new Astra,
whose ride and handling characteristics were developed with help from Lotus
Engineering, is the first product of this new thinking. New is a relative term here for
although the Astra is new to these shores, it has been available in Europe for nearly
two years.
Design and Engineering
Typical of most German designs, the Astra is styled to look rather chunky, as if it
were hewn from a solid block of metal. Instead of the soft curves of most Japanese
cars, the Astra has squared-off corners and lots of straight lines. The front view has
square headlights, and fog lamps located in the bumper. Taking inspiration from the
Vectra, there is a raised V shape on the bonnet that stretches from the grille to the
base of the windscreen.
Other interesting design features include the corner at the base of the joint where
the A-pillar, bonnet and front wings converge. The design feature, first seen on the
BMW 5-Series, reduces the amount of wind-noise generated by the numerous shut-
lines. The strong front lines are, however, not followed through by the rest of the
body styling. The middle is rather plain and undistinguished while the rear end looks
like it could have come from a Japanese car.
Under the bonnet is the 1.6-litre version of Opel’s vaunted ECOTEC range of
engines. Featuring 16 valves with a single overhead cam, the fuel-injected engine
has headline figures of 100bhp at 5,000rpm and 148Nm at 3,500rpm. Not class
leading, but competitive enough in a class that lacks any seriously powerful engines
in Malaysia. Mated to this engine is the ubiquitous 4-speed automatic that is the
transmission of choice for all of the Astra’s rivals.
The redesigned chassis is reputed to be about 100 per cent stiffer than the previous
Astra’s and yet much lighter. This is an aid to body control and ride quality as the
suspension does not need to be so hard. Clearly, this new chassis is the backbone
of the new car.
Suspension is by MacPherson struts at the front and torsion bars at the back, a
standard setup for European cars of this class, and seemingly not as advanced as
the double wishbones at every corner used by the Honda Civic.
Safety is handled by an airbag for the driver and pre-tensioned safety belts. Our
model has disc brakes only at the front. The rear suffices with drum brakes, which
means there is no ABS feature. This is to keep the price of the car down.
Performance and Handling
On paper, the Astra does not look like it will be able to light up the roads with fiery
performance. A power to weight ratio of 10.1kg/bhp does not make for impressive
reading. Never, however, judge a book by its cover.
In reality, the Astra has enough low-end urge for you to accelerate away from a
standstill without being embarrassed by a Proton Wira. The smooth shifting
automatic, which has Sport and Winter modes, is able to hold on to the gears until
just before the redline (6,500rpm, if you use Sport mode) and shifts up its ratios with
quiet efficiency and speed. The same can also be said for down shifts, as the
automatic is unusually smooth in its abilities to drop down ratios.
The Astra owner is probably someone who has outgrown wheel spinning away from
stop lights (something not easily done in an automatic car) so midrange acceleration
and refinement are more important than rubber-melting ability. With the torque
peaking at a relatively low 3,500rpm, the Astra is able to accelerate from low and
medium speeds without the need to drop a gear. This tremendously aids refinement,
as the Astra is able to cruise and accelerate moderately without a need to venture
into the upper rev-range.
Something that the Astra is able to do really well is handle and absorb bumps. The
tuning of the suspension components must have taken months to perfect as each
seems to work in perfect harmony with the rest of the car. Credit must be given to the
chassis-tuning wizards at Lotus Engineering. The Astra’s cornering abilities are
unusually fine for what is essentially an entry-level family saloon.
The power steering is well weighted and reasonably quick with only 3.1 turns from
lock to lock. There is real feel through the rim and this increases your confidence
when stringing through a series of corners. The suspension also does an excellent
job of maintaining the grip of the tyres on the tarmac, and because of the stiffness of
the chassis the Astra is able to make do with softer dampers that are able to absorb
bumps really well. My only gripe is that there is a little bit more body roll than I am
comfortable with.
Even better than the Astra’s cornering prowess is its ability to cruise down long
highways at high speeds. A steady cruise at 110-120km/h produces little road and
wind noise while the compliant suspension means that only truly large bumps intrude
on ride comfort. If I had to make a comparison, I would say that the Astra is easily as
able as much larger cars (i.e. C-class, A4) in cruising long distances.
Happily, it will also stop quickly too. The disc/drum brakes do not offer the best in
brake feel, but they do a good job of slowing the Astra down in a safe manner.
Comfort and Controls
For a car with a small exterior, the Astra has a large and spacious interior. The front
seats will easily accommodate 6-footers while the rear seats are certainly more
accommodating than most of the Astra’s rivals.
The architecture may look a little conservative but, ergonomically, there is little wrong
with the design of the dashboard. The rev counter, speedometer and minor dials are
located in a recessed pod which is shaped like a gently curved rectangle. This
makes them easy to read in bright sunlight because glare and reflections from other
vehicles and the sun are significantly reduced.
The centre control panel starts from the top of the dashboard above the air vents
and flows down toward the gear lever. There is a LCD display for the RDS equipped
stereo and digital clock. It is easy to read as you do not have to take your eyes off
the road. Below the air vents are the radio and rotary air-cond controls. Below these
are an oddment compartment, the lighter and a cupholder. It may look boring, but
everything falls to hand easily and it works with a machined precision.
Aside from the spaciousness, there is also a lot of in-cabin storage, with doorbins
and a large glove box providing ample space for maps, sunglasses, etc. The boot is
also large and accommodating. It can easily hold enough luggage for four people to
go on a long weekend holiday.
The most impressive thing about the Astra’s cabin, though, is how well it’s screwed
together. Build-quality is really impressive. Nothing rattled, came loose or buzzed
during my test drive. Very impressive for a small car.
Verdict
In my opinion, the Opel Astra, even in this 1.6-litre form, is a much better car than
any of the opponents in its class in Malaysia. It is built better, more spacious,
comfortable and fun to drive. In a fair world, the Astra would easily be a best-seller.
Malaysia’s car market is, however, not a fair market. As good as the CBU Opel Astra
is, it is not nearly worth twice the price of the Proton Wira 1.6 XLi. At RM120,000
each, the Astra is even more expensive than the ridiculously-priced Honda Civic 1.6
VTI. Not being available as a locally assembled model will hurt the Astra’s chances of
success.
Added to this is the fact that the Opel badge does not really have a good image in
Malaysia, so the Astra will probably lose a lot of money when the time comes to sell it
on. As an investment and value-for-money purchase, the Astra, therefore, makes as
much sense as lighting your barbecue by using RM5 notes.
These points, however, do not take anything away from the sheer ability of this car. It
is a class leader, and for those of us who can afford it, rejoice in the fact that you will
be getting a car that will give you driving pleasure and comfort for many years to
come.
ENGINE: Front, transverse, inline-4 ECOTEC, SOHC, 16 valves. 1598cc.
Bore/stroke: 79/81.5mm. Compression ratio: 9.2:1. Fuel feed: EFI, multi-point
injection. 100bhp/6000rpm, 150Nm/3600rpm.
TRANSMISSION: Driving wheels - front. Gearbox: 4-speed automatic.
DIMENSIONS & WEIGHT: L/W/H: 4239/1688/1379mm. Wheelbase: 2614mm. Tracks
- front/rear: 1430/1429mm. Kerb weight: 1010kg.
Fuel tank: 52 litres.
BODY: Fully galvanised steel monocoque,
3-box. 4-door sedan. 5-seater.
CHASSIS: Front subframe. Suspension front: Independent, MacPherson struts, lower
A-arms, gas shock absorbers, anti-roll bar. Rear: Beam axle, trailing arms, coil
springs, telescopic dampers, anti-roll bar. Brakes - front/rear:
Discs/drums. Tyres: 195/60R15.
STEERING: Rack and pinion, electro-hydraulic power-assisted.
PERFORMANCE: Power-weight: 89.9bhp/tonne, 10.1kg/bhp. Top speed: 183km/h. 0-
100km/h: 12.5s. Average fuel consumption:
9.6L/100km.
PRICE: About RM121,000. Imported & distributed by Europel Sales Sdn Bhd. 03-
2419450.
COUNTERPOINT - MEL LEE
I SAY THE SAME THING every time I report on an Opel car: it feels so
right. This latest Astra, even as a humble 1.6 with a reduced equipment
list, makes me sound like a parrot. More than that, it makes me want to
own it. But first, a confession: I have reached a stage when wellbeing and
refinement in a car is more important than performance. The Astra offers
these attributes in spades, each and every time it is driven. It is a
terrifically engineered car.
While quite compact-looking on the outside, the Astra is pleasantly
spacious inside. It is not luxuriously appointed but anyone would be able
to appreciate the amount of living space all round. There is also no hint
of ‘cheapness’ in the presentation.
Actually, the way the Astra has grown makes the Vectra somewhat
redundant. The two models look almost of the same dimensions, and
there are hardly any differences in the interior spaces. The Astra’s
gain is the Vectra’s loss.
This statement holds a lot of truth as the Astra had been reengineered
like the Vectra never was, as befits the greater importance of the smaller
model. The new Astra was literally designed from a clean sheet of paper.
A check of the inside of the bootlid will reveal the extend that the Opel
engineers have gone in making the car lightweight yet strong. That is the
only spot which shows what the new body is all about.
The fully galvanised steel structure is cleverly fabricated for the desired
shape, strength and savings in mass and weight. The chassis, likewise,
has novel features to deliver the rigidity and low weight. This car has
class-leading unsprung weight, plus torsional strength. It all adds up to a
structure that is quite hard to beat for cocooning people and traversing
the highways and byways.
The ECOTEC engine and the 4-speed automatic transmission fully
complement the ‘big-heartedness’ of the body. The icing on the cake is
the tremendous amount of thought that has gone into making the car a
‘complete’ unit. It shows clearly each time you get in, either as passenger
or driver.
The doors close with a nice, reassuring ‘thud’. Overall tactile feel is nice
and natural. The smell of the interior does not intrude. Things fall nicely
into place, via the sense of feel as well as sight. The seats are large,
supportive and comfortable. There are logical spaces for odds and ends.
And the scale of everything has the correct perspective, with
spaciousness very obvious. This car has an inviting cabin.
The car rides supreme on the move in a straight line, right up to
150km/h. It can go faster but that would start to unsettle the terrific
ambience within. It is capable of swallowing up long distances at a
stretch, without any trace of fatigue, nor wearing out the driver or his
passengers.
The car can also give a decent account of itself when made to hustle.
Body roll is well controlled, with the result that directional changes, even
rapid ones, do not bring about as much drama as in most other 1.6-litre
cars on our roads. The Astra communicates well, and is quite ‘friendly’,
even when made to do things not really in its portfolio. There are
adequate ‘idiot-proofing’ measures.
The Astra is especially impressive in the wet. The FWD format is
optimised by the balance of the car, and with the standard wheel/tyre
fitment, it can define a clean and clear path through difficult conditions.
The driver is reassured by the accurate steering feedback, the poise and
the overall good sense of the car. The ‘feel so right’ atmosphere pays
good dividends when you most need them.
There are very few cars that feel like this Opel Astra. The Saab 9-5 is
one. On a slightly lesser scale is the current Toyota Camry. True to the
Autobahn-tested character of a car like the Astra, it is able to upstage a
bigger Japanese car like the Camry.
To get an understanding of what I am saying you have to experience
these cars. It is not about any one feature; it is about the car as a whole,
an entity. The only easy way to describe it is that it ‘feels so right’.
These are terrific cars to spend your days with. They serve you and in
doing so they do not impose; they do not grate on your nerves, and they
do not diminish your time out on the road. In fact, they are able to
enhance it.
SO, I’VE ESTABLISHED that there are three cars available in our market
which can really enhance your motoring experience, if you are so
inclined. However, the reality of our market says that there is only one.
The Camry is the only logical choice of a purchase because UMW-Toyota
has been doing a great job with the brand. The Saab and the Opel are
no-prospect choices to the majority of car buyers. The Astra would have
a more difficult go at it than the 9-5 because it is basically a neither-here-
nor-there sort of car, loaded down by the relative high price and poor
representation.
It is a real shame, this situation with the Opel Astra. We should able to
enjoy such cars without having to pay the penalty. There are plenty more
such cars and other vehicles which will never see the light of day in our
market, and it is our loss. I, for one, am ready to commit myself and my
family to a car like the Astra, but no way will I be willing to pay the
RM120k, especially being well aware of the dramatic drop in value when I
sign on the dotted line.
Those who are willing to buy the Astra must not think of the money part.
Then they will have a very pleasant life with this car. And I envy them.
I was told that the new Proton car is being engineered to feel ‘just right’,
like this Astra. I believe Proton can achieve that, with help from Lotus
Engineering. After all, it is the same sort of expertise that created the
terrific balance of the Astra. mel
I SAY THE SAME THING every time I report on an Opel car: it feels so
right. This latest Astra, even as a humble 1.6 with a reduced equipment
list, makes me sound like a parrot. More than that, it makes me want to
own it. But first, a confession: I have reached a stage when wellbeing and
refinement in a car is more important than performance. The Astra offers
these attributes in spades, each and every time it is driven. It is a
terrifically engineered car.
While quite compact-looking on the outside, the Astra is pleasantly
spacious inside. It is not luxuriously appointed but anyone would be able
to appreciate the amount of living space all round. There is also no hint
of ‘cheapness’ in the presentation.
Actually, the way the Astra has grown makes the Vectra somewhat
redundant. The two models look almost of the same dimensions, and
there are hardly any differences in the interior spaces. The Astra’s
gain is the Vectra’s loss.
This statement holds a lot of truth as the Astra had been reengineered
like the Vectra never was, as befits the greater importance of the smaller
model. The new Astra was literally designed from a clean sheet of paper.
A check of the inside of the bootlid will reveal the extend that the Opel
engineers have gone in making the car lightweight yet strong. That is the
only spot which shows what the new body is all about.
The fully galvanised steel structure is cleverly fabricated for the desired
shape, strength and savings in mass and weight. The chassis, likewise,
has novel features to deliver the rigidity and low weight. This car has
class-leading unsprung weight, plus torsional strength. It all adds up to a
structure that is quite hard to beat for cocooning people and traversing
the highways and byways.
The ECOTEC engine and the 4-speed automatic transmission fully
complement the ‘big-heartedness’ of the body. The icing on the cake is
the tremendous amount of thought that has gone into making the car a
‘complete’ unit. It shows clearly each time you get in, either as passenger
or driver.
The doors close with a nice, reassuring ‘thud’. Overall tactile feel is nice
and natural. The smell of the interior does not intrude. Things fall nicely
into place, via the sense of feel as well as sight. The seats are large,
supportive and comfortable. There are logical spaces for odds and ends.
And the scale of everything has the correct perspective, with
spaciousness very obvious. This car has an inviting cabin.
The car rides supreme on the move in a straight line, right up to
150km/h. It can go faster but that would start to unsettle the terrific
ambience within. It is capable of swallowing up long distances at a
stretch, without any trace of fatigue, nor wearing out the driver or his
passengers.
The car can also give a decent account of itself when made to hustle.
Body roll is well controlled, with the result that directional changes, even
rapid ones, do not bring about as much drama as in most other 1.6-litre
cars on our roads. The Astra communicates well, and is quite ‘friendly’,
even when made to do things not really in its portfolio. There are
adequate ‘idiot-proofing’ measures.
The Astra is especially impressive in the wet. The FWD format is
optimised by the balance of the car, and with the standard wheel/tyre
fitment, it can define a clean and clear path through difficult conditions.
The driver is reassured by the accurate steering feedback, the poise and
the overall good sense of the car. The ‘feel so right’ atmosphere pays
good dividends when you most need them.
There are very few cars that feel like this Opel Astra. The Saab 9-5 is
one. On a slightly lesser scale is the current Toyota Camry. True to the
Autobahn-tested character of a car like the Astra, it is able to upstage a
bigger Japanese car like the Camry.
To get an understanding of what I am saying you have to experience
these cars. It is not about any one feature; it is about the car as a whole,
an entity. The only easy way to describe it is that it ‘feels so right’.
These are terrific cars to spend your days with. They serve you and in
doing so they do not impose; they do not grate on your nerves, and they
do not diminish your time out on the road. In fact, they are able to
enhance it.
SO, I’VE ESTABLISHED that there are three cars available in our market
which can really enhance your motoring experience, if you are so
inclined. However, the reality of our market says that there is only one.
The Camry is the only logical choice of a purchase because UMW-Toyota
has been doing a great job with the brand. The Saab and the Opel are
no-prospect choices to the majority of car buyers. The Astra would have
a more difficult go at it than the 9-5 because it is basically a neither-here-
nor-there sort of car, loaded down by the relative high price and poor
representation.
It is a real shame, this situation with the Opel Astra. We should able to
enjoy such cars without having to pay the penalty. There are plenty more
such cars and other vehicles which will never see the light of day in our
market, and it is our loss. I, for one, am ready to commit myself and my
family to a car like the Astra, but no way will I be willing to pay the
RM120k, especially being well aware of the dramatic drop in value when I
sign on the dotted line.
Those who are willing to buy the Astra must not think of the money part.
Then they will have a very pleasant life with this car. And I envy them.
I was told that the new Proton car is being engineered to feel ‘just right’,
like this Astra. I believe Proton can achieve that, with help from Lotus
Engineering. After all, it is the same sort of expertise that created the
terrific balance of the Astra. mel